Governor



w. E; LEIBYING GOVERNOR Filed Sept. 17, 1936 Patented Jan. 2, 1940 Mrs!) STATES amass oovanNoa William E. Leibing, Detroit Mich, assignor to Leibing Automotive Devices, Inc., Detroit, Micln, a corporation oi Nevada Application September 17, 1938, Serial No. 101,320

11 Claims. (Cl. 131-153) This invention relates to methods of and apparatus for governing fluid flow through conduits, and more particularly, to methods and apparatus for use in association with the fuel in-.

take of. an engine for the purpose of automatically preventing the latter from operating above a predetermined maximum speed.

More specifically, the present invention relates to fluid flow governing in response to fluid vem locities aided when desired by pressure differentials; and the preferred embodiment is of the throttle valve type inserted in a conduit conducting the fluid, the flow of which is to be governed.

15 While governing devices of various types have been hitherto employed, the manufacture of governors of any particular type for the, great variety of engines now in use has presented a real problem in manufacture. Each particular engine and in turn the type of performance demanded of it requires a governor having special characteristics as regards performance and the means for accomplishing the adjustment. This problem also arises on the individual engine when as a relatively large range of adjustment is desired. Hitherto, it has been necessary in a number of cases to employ governors of different design, particularly as regards adjusting means, for different engines and different conditions so of operation. In other cases involving the adjustment of a governor or a change over of a governor from one type engine to another type,

adjustments have been required beyond the skill of the average mechanic and it has been found necessary to return the governor to the manuiacturer for adjustment or to secure the services of an expert in this particular field.

.In overcoming the aforesaid disadvantages,

it is a major object of the present invention to 40 provide a novel governor of universal character that may be readily adapted to any type engine and any desired performance. a

A further object of this invention involves the provision of novel adjustment means in combinatle cheat devices wherein the governor valve is moved toward closed position by a. member actuated by the difierential in pressure between the fluid in the conduit and atmospheric pressure,

a certain amount of leakage of atmosphere into 5 the fluid conduit has resulted. This is undesirable since it not only results in a dilution of the fuel mixture when employed on an internal combustion engine but also results in the introduction of dirt and foreign substances into the i0 governing mechanism causing undue wear and failure of operation. While the aforesaid dilution is not serious at relatively high speeds of the engine when a great amount of fluid is Passing through the governor, it is serious at idling 15 speeds when a small amount of fluid is flowing.

In overcoming these disadvantages of the prior art, it is a major object of this invention to pro vide a novel governor having a throttle cheat device thereon wherein the pressure of the atmos- 2o phereis effective upon the device but there is no contact of the atmosphere with the portions of the governor susceptible to harm by dirt and foreign matter and there is no leakage of at mosphere into the governor conduit to eflect undesirable dilution of the fuel.

A further object of this invention is to provide novelmeans for attachment to existing governors having throttle cheat devices whereby leakage of air from the atmosphere into the governor is prevented as well as the access of dirt and foreign matter to elements of the governor that would be harmed thereby.

Still a further object of this invention is to provide a governor valve of novel construction whereby more correct performance of the governor over a relatively wide range of adjustment can be obtained.

A further object of this invention resides in the provision of a governor of novel construction wherein the adjusting means, anti-fluttering means and throttle cheat means are mounted in a single casing arranged to be' readily applied to the governor body proper, thereby permitting of a ready change of governor bodies proper in the event that there are demands for governors for engines having fuel intakes of different sizes. This results in a material savings in manufacture'since tooling for only one size of casing is required and only the governor body need be varied to suit the governor to engines having intakes of different sizes.

In prior types of governors, the adjustment range has been limited and accordingly the extent of use of a given governor upon different engines has been limited. In increasing the range of performance and the field of use of a given governor, it is a further object of my invention to provide a novel method and means whereby the characteristic of a governor may be changed by means in addition to the customary adjustments, such as by the substitution of different types of governor valves.

Additional objects, many of a subordinate or more specific nature, will appear from a study of the following detailed description and the claims appended thereto when taken in connection with the accompanying drawing wherein:

Figure 1 is a plan of a governor embodying the present invention.

Figure 2 is a side view of the governor of Figure 1 taken partly in section with the side casing cover removed to show the adjustment means and the throttle cheat device.

Figure 3 is a detail of a vane of the governor valve of Figure l.

Figure 4 is a section of the vane shown in Figure 3 taken on the line 4-4 of Figure 3 and illustrating a method of adjusting the characteristic of the governor as regards its response to fluid flow.

Figure 5 is a diagrammatic view showing the vane of Figure 3 embodied in a governor.

Figure 6 is a view similar to Figure 5 showing a modified form of vane as embodied in a governor.

With continued reference to the drawing wherein like characters are employed to designate like parts, reference numeral I designates an apertured flange of a throttle passage |2 of a downdraft carburetor, a portion of which is designated at C. Flange H is designed for attachment to a flange l3 of an intake manifold H but is shown separated therefrom to provide a space for the insertion. of a fluid flow governor generally indicated at G. I

Governor G is provided with a cylindrical bore 5 aligned with carburetor passageway l2 and manifold passageway l4, bore 5 being formed within a block or governor body IS. The latter is generally similar in cross section to flanges H and I3 of the carburetor and intake manifold, respectively, and cooperates therewith to form vertical bores I! for the reception of assembly bolts (not shown) which serve to rigidly secure the governor in its desired position. It is preferred that bores ll be made slightly larger than the corresponding bores in the adjacent flanges so as to provide for ready connection of the gov ernor to flanges of various size. Gaskets may be provided between the contacting flanges to insure against leakage.

The carburetor contains a conventional throttle valve (not shown) designed to be manually opened and closed to control the quantity of fuel mixture drawn into the intake manifold-4.

The governing mechanism comprises an oscillatable valve mechanism for throttling passageway |5 when the engine reaches a predetermined maximum speed. Such mechanism must operate smoothly and with great sensitivity and must present no substantial restriction to engine speeds below the governed maximum, i. e., when the governing valve is in operative or in the wide open position. These necessary characteristics are present in the following described mechanism.

A substantially T-shaped member comprising a pair of legs I9 interconnected by a relatively straight, flat bridge member 2| is incorporated fuel flow at in the governor block in slots 22 in such a manner that bridge 2| extends horizontally across bore 5 with the side surfaces thereof in vertical planes. Bridge 2| does not offer any resistance to fluid flow. Legs l9 likewise have their surfaces in vertical planes and are so located as to position bridge 2| slightly offset from the axis of bore l5 for apurpose to be later described.

It will be noted that diametrically opposite sides 23 and 24 of bore l5 adjacent slots 22, extending upwardly throughout the length of the bore, are'formed as slightly flat sides leading into notches 25 and 28, respectively, which bound a curved uninterrupted smooth surface 21 of bore l5.

Associated with bridge 2| is a governing throttle valve comprising a power vane 28 and a stabilizing vane 29 mounted for unitary oscillation aboutahorizontal axis that is oifset in the same plane as that of bridge 2|. Vanes 28 and 29 have short offset pivoting arms 3| and 32 respectively which impart to them a U-shape when viewed edgewise as in Figure I. Arms 3| are spaced for disposition closely adjacent flat portions 23 and 24 of bore l5 and arms 32 are spaced to engage arms 3|. A pair of screws 33 are employed to securely fasten the pairs of adjacent arms at a desired angle relative to one another upon the enlarged portions 34 of the pair of rotatable supporting shafts 35 and 36.

Shafts 35 and 38 are preferably supported in suitable bearings described in my Patent No. 2,026,947 and my co-pending application Serial No. 738,114 filed August 2, 1934, now United States Patent No. 2,081,825 issued May 25, 1937, in such a manner that both lateral and axial thrusts are taken by the bearings, and the pivoted governor valve is free to oscillate during its operation.

Referring to Figures 2 and 3, it will be noted that power vane Y plane, the upper edge thereof being rounded to engage wall 21 of governor block i6 when the valve is moved to closed position. The opposite end of the power vane terminates in a straight line to engage the adiacent portion of bridge, 2| when the valve is in closed position.

In my Patents Nos. 2,026,947, 2,026,948 and 2,081,825 I have shown a power vane, shaped as a scoop whereas in the present application, power vane 28 is shown as substantially plane. It has ,been found that by varying the degree of curvature or degree of scoop" or "pitch of power vane 28, it is possible to vary the flow response characteristic of the governor very easily,'whereby governors of substantially like construction with the exception of the power vanes may be used in connection with a variety of different engines and for considerable wide ranges of operation.

In Figure 4, there is illustrated a manner in which the degree of scoop of the power vane may be varied. At 28, the power vane of the governor of the present invention is shown, whereas at 38 the power vane of the governor disclosed in Patent No. 2,081,825 is shown. Intermediate power vanes 28 and 38, a power vane 31 is shown which has an intermediate degree of' scoop. For the purposes of ready comparison the arms 3| of the respective vanes are shown as superimposed.

In some types of engines, it is found preferable to employ a power vane such as shown at 28 having substantially no scoop whereas with other 28 is shown as substantially aromas I engines it has been found that better results can be secured with the degrees of scoop as shown at 31 and 38. It is to be understoodthat the present invention is not limited to the precise degrees of scoop shown, since it is to be understood that the degree of, scoop may be varied in accordance with the characteristic of the engine upon whichthe governor is employed.

A power vane of the type shown at 28 with substantially no scoop has been found to furnish more power or to be more flow responsive to a given velocity of fluid flow than the power vanes shown at 31 and 38 which are scooped. This is believed due to the fact that in employing a power vane such as that shown at 28. in a governor, the flow thereagainst resembles that diagrammatically shown in Figure 5 wherein it will be noted that the upper edge of the vane adjacent the bridge 2i is relatively close to the pivot about which the valve rotates and hence the fluid that is directed to the upper edge of the vane 28 has but a relatively short lever arm which tends to urge the valve counterclockwise opposing the action of the fluid flowing against the outer portion of the power vane which would tend to urge the valve clockwise.

Referring to Figure 6, wherein I have shown power vane 99 as embodied in a governor, it will be noted that the upper edge thereof by reason of the scoop of the vane is somewhat far removed from the pivot about which the valve rotates and hence the fluid which is directed thereagainst by reason of the scoop has a relatively long lever arm and hence opposes the closing movement of the governor valve with more force. It is thus evident that by merely varying the degree of scoop of the power vane, I am enabled to materially change the characteristics of the governor and I1 so doing am able to employ a stock governor upon many different types of engines with.

but little modification thereof. This avoids the necessity of more material modifications in the governor as for instance changing the position of the axis of the governor valve with respect to the axis of the conduit.

Vanes 28 and 29 are not parallel as will be seen in Figure 2, vane 28 being preferably set at a slight angle, preferably about 15 relative to vane 29 and opening toward the carburetor so that the fully open valve position of the vane will produce a rotative component. This angle is preferably accurately maintained by the interlocking faces of legs 32 of vane 29, the faces abutting vane 28 in a manner whereby they may not be altered by the act of assembling screws 33.

As shown in Figure l, shaft 36 extends through the side of governor block l5 and through an aperture into a casing 39. An inertia member 41 is pressed or otherwise secured to shaft 36 for rotation therewith, the end of shaft 36 being preferably squared as shown in Figure 2 to insure of its rotation with inertia member 41.

It will be noted from Figures 1 and 2 that casing 39 is an entirely distinct member from governor block l6 and is suitably secured thereto by suitable fastening means such as screws or bolts 42 passing through suitable apertures in'casing 39 and into threaded apertures in governor block l6. This construction is advantageous in that it enables casing 39 to be employed with a variety of sizes of governor blocks l6. Obviously this results in economies in the manufacture of the governor since only one casing 39 need be made despite the many varieties in sizes of governor I lug 18 formed with a key to engage the slot.

bloc]; that may be reduired to meet current deman As shown in Figure 2, inertia member 41 is housed within casing member 39 secured to block l6 at one side thereof, casing 39 being provided with a cover plate "to protect the mechanism contained therein against the entrance of dirt or foreign matter. Inertia member 41 is slotted tegral with casing 39.

Block 51 is formed with a tapered bore 6! in which is threaded an adjusting screw 62 having an enlarged head 63 thereon. Screw 62 is preferably formed with a squared or shoulder section 64 upon which is mounted a gear 65 to rotate with screw 62. A recess 66 is formed in the adjacent portion of casing 39' to receive a portion of gear 65, the recess functioning to limit the axial movement of gear screw 62.

To prevent unauthorized access to head 63 of screw 62 for adjustment thereof, a screw 61 is provided as shown in Figure l to extend through opposed apertures 68 in the right end of casing 39. The small end of screw 61 is provided with an aperture as shown at 69 through which is passed a sealing wire 10. As will be noted in Figure 1, sealing wire 10 passes through apertures formed in the heads of the screws securing cover 49 to casing 39. the ends of the sealing wire being secured together at H by a suitable seal.

Inertia member 41 is also formed with a slotted or cut out portion 12 defined by a wall 13 and a wall 14. Arounded projection 15 is provided on wall 14 to engage and center a spring 16 which is contacted by wall 14 upon rotation of inertia member 41 counterclockwise in response to movement of the governor valve. Spring 16 which as shown is of varying pitch and is secured to the end of an adjustment rod 11.

Adjustment rod 11 is supported by an apertured lug 18 and by an apertured lug 19 preferably formed integral with casing 39. Adjustment member 11 is formed with a key M arranged to engage a corresponding aperture in apertured mg 65 on the squared portion 64 of 18 to prevent member 'l'l from rotating. If desired, member 11 may be slotted and apertured The right end of member 11 is threaded as shown at 82 and projects through an aperture 83 in casing 39. The outer end of aperture 83 is preferably closed by a drive plug 84 and sealed in conventional manner.

) Gear 85 is tapped to engage threads 82 and is positioned to engage and move with gear 65.. A spring 86 is provided to react against lug l9 and against gear 85 to maintain gear 85 in engaging relation with gear 65 and to maintain the right side of gear 85 which is serrated as shown at 81 in engagement with like serrations 88 on the adjacent portion of casing 39. The engagement of these serrations insures maintenance of the adjustment.

As is evident from Figure 2, the adjustment means shown can be operated in a number of different ways. In governing some types of engines, it has ment of screw 82 so as to increase or decrease the tension of spring 58. In such a case, the adjustment member I! may be set and locked in position at the factory by a set screw through the casing at any convenient point or by a threaded portion that engages a tapped portion of the casing, and the gears 55 and 85 need not be employed. 1

In other types of engines, it has. been found that both springs 53 and I6 must be adjusted simultaneously but that a predetermined relation between the springs may be set on the governor at the factory. In such a case, the gear 85 and rod 11 are moved to the left to release gear 85 from engagement with gear 55 and gear 85 rotated until spring I8 is adjusted as desired. With gear 85 still disengaged, adjustment screw 82 may be rotated to set spring 58 as desired. The gear 85 can then be released whereupon it will engage gear 85. When the governor is later adjusted by the screw 62, the gear 85 will rotate gear 85 to eifect simultaneous adjustment of screw I6 and spring 58. If desired, the pitch of threads 82 may be varied to maintain a proportional adjustment between springs 58 and I5 or the gears 65 and 85 may be made with differing numbers of teeth and of different diameters.

On some types of engines, it has been found that the eflect of screw I8 should be decreased member 11, the same rotation of gear 85 will move member 11 in the opposite direction.

It is believed evident from the foregoing, that the adjustment means'shown permits the use of a substantially stock governor for all types of service. No matter what may be the requirement of an engine as regards adjustment means, simple and relatively inexpensive modifications may be made in the adjustment means to alter the governor to suit the conditions.

In operation, the tension of spring 58 normally urges inertia member 41 in a clockwise direction to a position such as shown in Figure 2 which corresponds to a wide open valve position as shown by the dotted line. In this position, the governor valve is yieldingly held in engagement with a spacing or stop element 88 preferably integrally secured to bridge 2| and arranged to position stabilizing vane 28 in a substantially vertical position. In this position, pin 52 is slightly oflset from a horizontal plane through shaft 88. By reason of this offset, when inertia member 07 rotates in a counterclockwise direction in response to closing movement of the governor valve, the resistance to movement of the valve will uniformly increase due to the increase in length of the efiective lever arm between pin 82 and shaft 36 as well as due to the continuous stretching of spring 58. Spring I6 does not engage inertia member 01 until the governor approaches its closed position and'is employed primarily to insure a smooth, easy governing action and to prevent fluttering at points proximating closed position. As previously pointed out, spring I6 is not of uniform pitch throughout but is provided with portions of different pitch and is also tapered.

To avoid throttle cheat or to insure closing of the valve under throttle conditions where the vacuum is relatively high in the governor and the velocity of a degree solow that it will not close the governor valve, the left end of casing 88 is formed with a cylinder 8| having a tapped portion 82 at its outer end. The right end of cylinder 8| is closed by an apertured end 83 and is connected to a point adjacent the governor valve by a bore 80 in the governor block connecting with a corresponding bore 85 in casing 88. Bore 85 connects at right angles with a bore 88 leading to a lower portion of the casing. Bore 86 connects with a bore 81 opening into the right end of cylinder 8|. For convenience in manufacture, bore 81 is preferably bored from the outside of casing 38, the outer end being suitably plugged by a plug 88.

Cylinder 8| contains a piston 88 grooved as at I0| to minimize leakage thereby. As shown, piston 88 is cupped and within its cupped portion is a connecting rod I02 which projects through the apertured end 83 of cylinder 8| and contacts a roller I08 suitably mounted in a slot I04 formed in inertia member 01. Connecting rod I02 is maintained in proper alignment with the aperture in cylinder end 88 and roller I03 by a reduced tip 2 engaging an aperture 3 in the cross wall of piston 88. Piston 88 is normally held in the left end of cylinder 8| by reason of a spring I05 reacting against apertured end 83 of cylinder 8| and the cupped portion of piston A cap member I06 is provided with a threaded flange I01 which is screwed into the tapped end 82 of cylinder 8|. Cap member I08 is apertured as at I 08 and I08, aperture I08 being of suflicient length to guide a plunger III into contact with piston 88. A flange III is secured to the left end of plunger II I to engage a flexible diaphragm 5.

Flexible diaphragm II5 which is preferably made of airtight fabric, rubber, Duprene, or the like is held in sealing engagement with groove I 6 by means of a disc-shaped member I II which is preferably formed as a screen or filter to prevent the access of dirt and foreign matter to the interior of the mechanism. The outer end of member I08 is formed as an enlarged aperture 8 through which atmosphere may contact the faceof diaphragm member 5. The member I06 is also provided with projecting ribs I I8 having a series of apertures or passages |2I therein arranged at different angles and at different positions, all of which apertures connect with the disc II'I so that atmospheric pressure may be efiective through any of the apertures upon the outer face of diaphragm II5. This construction is desirable to prevent sealing of the throttle cheat device against the access of atmospheric pressure. By reason of the relatively large number of apertures and the position thereof, it is extremely unlikely that anyone seeking to improperly adjust the action of the governor would seal all the apertures through which it is possible for atmospheric pressure to be effective upon the diaphragm 5..

It will be noted that in event of leakage of the diaphragm H5 or failure thereof, atmospheric pressure will be eifective through apertures I08 against the piston 88 so that there will be no failure of the throttle cheat mechanism.

It will be noted that cap I05, plunger III and the mechanism associated therewith are formed on a single means that may be readily applied to governors already in use by threading casing aromas 568 into the end of the throttle cheat cylinder which is usually closed by a solid threaded cap.

The throttle cheat mechanism shown is of marked advantage in that it permits atmospheric pressure to act upon the outer end of piston 99 but does not permit atmosphere to leak into the governor conduit. As before pointed out, such leakage serves to interfere with the fuel mixture particularly when the engine is operating at idling position and also causes the introduction of dirt and foreign matter which may eventually render the governor inoperative and will in any case cause undue wear.

Assuming that the governor of this invention is installed on a motor vehicle and properly ad- Justed to prevent the engine from exceeding a speed corresponding to for instance thirty-five miles per hour, the operation thereof is as follows:

As the engine idles, the resulting vacuum in bore [5 is relatively high and piston 99 will hold the governor in closed position. A gradual open-'- ing of the carburetor throttle causes the pressure between the carburetor throttle and the governor throttle to raise and as it will be noted that piston 99 is operated by the pressure existing on the carburetor side of the governor valve, such increase in pressure enables springs 53, I6 and N to open the governor due to the lesser-effort developed by piston 99. The gradual opening of the carburetor throttle causes the governor throttle to follow along in a relative duplication of the carburetor throttle movement. This is true until the governed speed for which the governor is set is reached, at which point the governor blade will be in equilibrium with the ingoing fluid and the carburetor throttle may then be fully opened without further movement of the governor throttle.-

The above is true of gradual openings only and represents some of the functions of the throttle cheat assembly. If, however, the engine is idling with the throttle cheat assembly holding the governor throttle closed, and the carburetor throttle is suddenly fully opened, such immediate full opening restores atmospheric pressure below the governor valve whereby the throttle cheat piston 99 immediately returns to its outer or inoperative position.

With such quick opening from relatively closed throttle position, the governor throttle also snaps wide open and there it will remain until the engine reaches the governed speed at which point the governor throttle will close, but without any assistance from the throttle cheat piston, for it must be noted that as long as the carburetor throttle is in wide open position, pressures below the governor throttle are substantially atmospheric and therefore spring I05 will hold piston 89 in inoperative position.

It will be noted that due to the special design of the governing valve with its plurality of through openings, the total cross sectional area of flow in positions other than closed is not restricted to any material degree nor does it vary greatly during the greater part of the range of oscillation between fully open and partially closed position. It follows that the governor valve offers no material restriction to fuel flow and that the engine can develop full power and speed at all velocities below the maximum governed speed.

However, only a small angle of valve oscillation is required to cause rapid opening and closing of the valve near the governed speeds which accordingly means that the valve is very sensitive,

although not undesirably so. This is due to the fact that there are four passages in the valve having four seats for a similar number of valve edges. Each vane has an edge designed to co operate with bridge member 2! and an edge designed to cooperate with a portion of bore it. Four point closure of the governing valve is thus 7 accomplished with the valve lnits governing position.

Having been adjusted for a maximum vehicle speed of thirty-five miles per hour, the valve has been found to be sensitive to a degree that permits the development of substantially full power up to thirty-four miles per hour, and if the carburetor-throttle be held wide open, the governor will go from a full open position to a position permitting of a speed equivalent to thirty-five miles per hour in a rangeof one mile per hour. It should be further noted that if a load (such as a hill) is imposed on the engine with the governor in the above working position, the governor blades will again be fully opened at a speed of thirty-four miles per hour or the speed at which it originally started to close.

The governing valve may be likened to an air foil since its slip-stream design causes it to fly" a steady course in a fluid current. The power vane 28 acts as a lifting wing while the trailing vane 29 serves as a stabilizing wing. The combined wings resist fluttering and undesirable oscillations in response to rapid fluctuations in velocity and thus permit the engine to uniformly develop driving torque in proportion to the movement of the throttle.

The governing valve of the present invention prevents excessive racing of the engine when the latter is idle or being driven as well as when it is under load. For example, the governor may be adjusted to limit engine speed to 1800 R. P. M. under load, when the engine is racing with the vehicle idle-or is being driven by downgrade travel with open throttle, where the same amount of fuel mixture would ordinarily drive the engine faster than if the engine were under load. springs 53 and i6 permit the valve to close slightly more than itdoes for maximum permissible speed under load. It should be noted that if a positive stop were used instead of the yielding stop of the present device, the engine would be run above safe or permissible speeds under certain of the above-mentioned conditions.

The invention may be embodied in other speciflc forms without departing from the spirit or essential characteristics thereof. ,The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:

1. In a governing device for fluid flow through.-

mitting atmospheric pressure to act thereon, said guide means being apertured to admit atmosphere to the plunger end of said piston upon failure of said seaiing means.

2. In a governing device for fluid flow through a conduit in an internal combustion engine, a valve in said conduit, means to move said valve toward closed position at a predetermined vacuum in said conduit comprising means subject to both the vacuum in said conduit and atmospheric pressure and a casing about one end of said means, said casing being apertured at an end to admit atmosphere to said means and provided with a plurality of less prominent auxiliary air ports located at a number of spaced points and extending in different directions to admit atmosphere to said means.

3. In a governing device for fluid flow through a conduit; a valve in said conduit arranged to control the efl'ective flow area therethrough and naive to the flow of fluid in said conduit; means rigid with said valve and movable therewith; a tension spring connected at opposite ends to said means and an adjustable support; a compression spring carried by a second adjustable support adjacent said first adjustable support and projecting toward said means; a motion transmitting connection between said adjustable supports and distinct from said springs for eiiectingsimultaneous adjustment of both supports by a single adjustment operation and arranged to be readily rendered inoperable so that independent adjustment of said springs may be efi'ected.

4. In a governing device for fluid flow through a conduit, a valve in said conduit arranged to control the eflective flow area therethrough, means to resist movement of said valve toward closed position comprising a resilient member arranged to be placed under constantly increasing tension as said valve moves toward closed position, .means rigid with said valve and movable therewith and a second resilient member projecting from a support in said device adapted to be engaged by said last-named means and placed under compression as said valve approaches closed position only, and means to simultaneously adjust said resilient means by a single adjustment.

5 In a governing device for fluid flox through a conduit, a valve in said conduit arranged to control the efl'ective flow area therethrough, means to resist movement of said valve toward closed position comprising a plurality of resilient means, threaded members secured to each of said resilient means, and means on each of said members to positively transmit rotation of one member to another member, said means on one of said members being axially movable to disengage said means and permit individual adjustment.

6. In a governing device for fluid flow through a conduit, a valve in said conduit arranged to control the effective flow area therethrough, means to resist movement of said valve toward closed position comprising a plurality of resilient means, threaded members secured to each of said resilient means, a. gear mounted to rotate with one of said members and a second gear mounted to rotate with another of said members whereby said members may be simultaneously adjusted, one of said gears being slidably mounted whereby said gears may be disconnected for individual adjustment of said members.

'7. In a device for governing fluid flow through a conduit in an internal combustion engine, a

valve in said conduit responsive to fluid flow through said conduit, resilient means arranged to resist the movement of said valve in response to said fluid flow, said resilient means comprising a plurality of separately operable coil springs each having a predetermined number of effective coils, means for simultaneously adjusting said springs and means for individually adjusting said springs while maintaining the same effective number of coils in each spring.

8. A device for governing fluid flow through a conduit in an internal combustion engine, a valve in said conduit responsive to fluid flow through said conduit, resilient means arranged to resist the movement of said valve in response to said fluid flow, said resilient means comprising a plurality or separately operable coil springs, each having a predetermined effective length of wire, means for simultaneously adjusting said springs and means for individually adjusting said springs while maintaining the same eflective length of wire in each spring.

9. In a governor for fluid flow through a conduit, a flow responsive valve mounted for oscillation in said conduit and adapted to be moved toward closed position by the flow of fluid in said conduit; a body of substantial weight arranged to rotate with said valve and possessing a relatively high moment of inertia for dampening said oscillation; means movable independently oi. said body responsive to a predetermined vacuum in said conduit to operatively engage said body to move said valve toward closed position, and means connected to said body to yieldingly resist movement of said valve toward closed position.

10. In a governor for fluid flow through a conduit; a flow responsive valve mounted for oscillation in said conduit and adapted to be moved toward closed position by the flow oi fluid in said conduit; a housing secured to said conduit and a body within said housing rigid with said valve so as to be movable therewith for dampening said oscillation; a piston in said housing movable independently of said valve and body and responsive to a predetermined vacuum in said conduit to quickly establish an operative I 11. In a governing device for fluid flow through a conduit; a valve in said conduit arranged to control the effective flow area therethrough and responsive to the 'flow of fluid in said conduit; means rigid with said valve and movable therewith; resilient means connected between said means rigid with the valve and an adjustable support; a second resilient means carried by a second adjustable support adjacent said first adjustable support andprojecting toward said means rigid with the valve; a motion transmit-- ting connection between said adjustable supports and distinct from said resilient means for effecting simultaneous adjustment of both supports by a single adjustment operation and arranged to be readily rendered inoperable so that independent adjustment of said resilient means may be effected. 

